Aircraft operable either as fixed or rotary lifting surface type



Aug. 8, 1950 G. P. HERRICK AIRCRAFT OPERABLE EITHER AS FIXED OR ROTARY LIFTING SURFACE TYPE 6 Sheets-Sheet 1 Filed June 1, 1945 .K mm mm H N P W m 6 ATTORNEYfi Aug. 8, 1950 6 Shets-Shee t 2 Filed June 1, 1945 IN V EN TOR.

s f 47 I 4 77 4 GERARD PHERR/CK. 0 @MW 'uw d 77 Wk A TTOR/VfYj Aug. 8, 1950 G. P. HERRICK 2,518,007

AIRCRAFT OPERABLE EITHER AS FIXED OR ROTARY LIFTING SURFACE TYPE 6 Sheets-Sheet 3 Filed June 1, 1945 INVENTOR. GERARD I? HERR/CK A TTORWEXS 8, 1950 G P. HERRICK 2,518,007

AIRCRAFT OPE-EABLE EITHER AS FIXED 0R ROTARY LIFTING SURFACE TYPE Filed June 1, 1945 6 Sheets-Sheet 4 i INVENTOR.

GERARD P HERR/CK A TTORNEYS P. HERRI 2,518,007

' G CK AIRCRAFT OPERABLE EITHER AS FIXED 0R ROTARY LIFTING SURFACE TYPE Filed June 1, 1945 6 Sheets-Sheet 5 Aug. 8, 1950 I ggwm CONTROL 22 7 INVENTORL,

GERARD @f-IERR/CK 5 hrrok/vfys Aug. 8, 1950 Filed June 1, 1945 P HERR 2,518,007

(5. l(:i( AIRCRAFT OPERABLE EITHER AS FIXED 0R ROTARY LIFTING SURFACE TYPE 6 Sheets-Sheet 6 INVENTOR. GERARD I? HERR/CK from-the latter type to the-former; a

and helicopter operation.

Patented Aug. 8, 1950 "YAIECRAFT oPERABLE EITHER AS FIXED R TA LI TING SURFACE TYPE Gerard PLH errick, New.York,.N.'Y. :I 1

" Application June1,1945, seriaiN mse'aeseg.1! j 1;...

" v 62'Claims.

This invention relates to aircraft and particularly to aeroplanes adapted'to operation both as fixed'wing'c'raftand as rotary wing craft.

One object of the invention isa novel and improved combined craft of the above indicated character which is characterized by the ease of control andsafety in conversion from either type of flight to another-while in-the air.

A further object of the invention is a novel and improved means for'such conversion from-either type of fiight to-the" other fwhile in the air.- I I A further object of the invention is 'a multiple means for conversion from one typeof craftte the other comprising a single control element which in onejdirection of movement effects op.- eration of the multiple conversion means to convert the craft'from one type of operation toanother andin the other direction converts the-craft A further'objeet of the inventi'onlis a craft of the above indicated character embodying a combination rotorzand wing and novel and improved starting; stopping and orienting means'for such rotor-wing and for locking the same in the: ori:-

ented and fixed position for operation of the craft as a fixed wing plane.

A further object of the invention is a novel "and improved motor which is energized by the "stopping of the rotor for'startin the rotor in the right direction of rotation. A'further object of the invention is a novel and improved means for controlling the angles of incidence of the rotary wing halves which is characterized by operative simplicity andcertainty in operation to effect complete control of wing halves individually and collectively for both gyro A further object of the invention is a convertible craft of the above indicated character having also a fixed wing underneath the convertible wing wherein the convertible wing may be readily locked for rigid operation to the fixed wingand with equal facilityunlocked therefrom and converted wholly in the air.

' A further object is a locking means having the additional function of levelin the rotor-wing to the horizontal in'the vertical planeafter .ithas stopped rotating. l I

A further object of the invention is a combined convertible and fixed wing plane of the above indicated character wherein the fixed wing and tail control surfaces embody the controls for operation of the craft as a 'wholly fixed wing plane.

A further object of the invention is a novel-and improved combined; control for the, convertible wing and the fixed wing and tail embodying 'erable only for helicopter operation.

means for readily-"connecting and disconnecting the fixed plane control from the rotary win m- 5 I 'I-A-uTi .i .11

A further object of the invention'is -ameans for cushioning the convertible oscillating "wing upon conversion fromone type oi plane to an other. a

A further object of the invention is a rotary wing plane which is convertible from gyro opera tion to helicopter operation and vice versa.

' A further object of the invention is a rotary wing craft which is operable either as a gyro or asa helicopter and provided with an anti-torque motor which is's'tarted and stopped upon conversion from one typeof rotary plane to the other.

A further object of the invention is a rotary plane craft convertible for operation either as a gyro or as a helicopter a'ndprovided with an antitorque motor'operable when the craft is operating as ahelicopter'with' the power of the anti-torque motor variable with the torque applied to the helicopter wing. i

A furtherobject of the invention is a rotary wing craft operable either as a gyroor as a helicopter and'having periodic controls operable for both types of operation andanother control pp- A further object of the invention is a rotary :wing'feraft operable either as-a gyro ora helicopte'r'having controls which are neutralized'in convertingfrom helicopter to gyro andrendere'd operative upon conversion from gyro to helicopter.

' A furthe'r object oi the invention isa rotary wirig craft: operable either as a gyro or a helicopter wan-=9. power plant for-'drivingsaid wing as a helicopter and means operative upon con- *versiorr to' and fi'pm helicopter operation for controlling the power of-the power plant.

: A'i urtherobject of the invention is a rotary wing craft operableei'then as a gyro or a helicopterwith a variable traction power plantfand means for controlling the power plant upon con- Version from oneftype'io'f craft to the other; I

A further obj'ectofthe invention s a rotary wing craft operableeither as a g m Oli'helicopter wi h an iant ii rqu i p r. a t andgmean l o varying the power of said power plant responlsively torth e torque applied to the helicopterwing.

1 A further object fof the invention is farotary fwing {craft operable either as agyro orjhelicopter with means; for varying the power of the power plant driving the helicopter wing responsively to the angles of incidence pf thelwing halves... Further objects of the. invention will herein after appear.

For a better understanding of the invention reference may be had to the accompanying drawings, wherein Fig. 1 is a diagrammatic plan view of a craft embodying the invention;

Fig. 2 is a view similar to Fig. 1 in side elevation;

Fig. 3 is a view similar to Figs. 1 and 2 in front elevation;

Fi 4 asectional'view somewhat schematic showing the convertible wing mount assembled with certain parts omitted for convenience in:

illustration;

Fig. 5 is a sectional view alongthe "ling. 5-5 of Fig. 4;

Figs. 6A and 6B are schematic viewsillustrating one embodiment of the means for assistingin stopping and starting of the convertible rotorwing;

Fig. 7 is a diagrammatic view showing the different positions of apart of the :controls shown in Figs. 4 and5;

Fig. IE is a schematic view of certain .of the control parts of the mechanism shown in Figs.

4,. 5 .and 7,;

Figs. 8, 9, 9A, 9B and .10 are views .of oneembodiment of the means for leveling the convertible rotor-wing'in the fixed position and for locking the convertible wi g at points removed from the center-thereof tothe fixed wing;

Fig. 11 is a sectional view along the line I II I of Fig. 12;-

Fig. 12 is a view partlyin section along'the line I2.I.2 of .Fig. 4 illustratinga part of the means for controlling the angles of incidenceof the convertible wing halves;

Fig. 13 .is a sectional view takengenerally along the line I3-I3 of Fig. 12;

Fig.14 is a view of a part .ofa manual control embodying the invention for controlling the an- ;gles of incidence ofconvertible wing halves and the power of the engine;

Fig. 15 isa sectional :view further illustrating the manual control and the hookup with theconvertible winghalves along the line. I5--I5 of Fig. 14;; V

Fig. 16 is a view similar to Fig-15 alongthe line I6--I6 of Fig-14;

Figs. 17, 17A, 17B and 18 are views illustrating manual controls coordinated with the converting means and craft controls for converting and con- Fig. 24 is a diagram of the sequence of 'operations in conversion based on the specific embodiment shown herein.

Referring .to the..dr.a wings, .I .have illustrated myv invention as embodied .in an aircraft including an upper convertible rotor-winger lifting surface and a lower permanently fixed wing .2. The craft "includes .a'suitable fuselageior com-- partment3on the opposite sides from which proj ect the "halves of the fixed wing "2 and the contional manner. shown in Fig. 1 the fuselage is provided with four vertible wing or rotor I is mounted upon the fuselage 3 as by means of the frame structure indicated diagrammatically at 4. The convertible wing or rotor I is pivotally mounted on the axis schematically indicated at 5 and Fig. 3 shows in full lines the position of the rotor-wing I when it is operating or ready to operate as a fixed wing plane while the dotted lines of the wing indicate a. position :to which it has "been oscillated about the oscillation axis 5 when operating or ready to operate as a rotating wing craft. The convertible wing I, as will be more particularly set forth hereinafter, is lockable against rotation to the frame of the .craftat the central portion thereof andas will more particularly be described hereinaften. It. is also looked to the fixed wing 2 at two points remote from the main body or compartment3, and in the particular embodiment diagrammatically at I I in the forward end of the fuselage 3. The craft is provided with lanysuitable landing gear, as for example, the three wheels I2, I3and I4 shown diagrammatically in- Figs. 2 and 3, these wheels for-example being positioned for a three point landing. The fixed wing 2 is provided with ailerons I5 for lateral control of the craft particularly when operating ,as -a fixed wingcraft, and the craft is provided with the conventional tail control surfaces including an elevator IS, a stabilizer 'I-'I andzfin and rudder or vertical control surfaces I8, these-being mounted on the rear end of the-fuselage 3 the conven- In the particular embodiment seats .19.

In the particular embodiment shown the convertible wing or rotor I is provided with a central fore and aft section .25 which may be and is shown as hon-oscillatory about the axis 5.

Thiscentral section :25 .of the rotor-wing rotates with the rotor wing on .thexcentral .rotonf-rame but does not oscillate. about theaxis 5' in the vertical plane. The rotorcentralaframercomprises a vertica'l hollow shaft '30 .(Fig. 4) which is suitably-mounted for rotation, as forxexamp'le, within the vertically spaced sets of- 'bearings 'iil and 32, these bearingsbeing showntdiagrammatically for convenience in illustration. The upper part of the hollow shaftis flared upwardly at the upper-end 30" to forma base formounting -"the convertible wing. A part of the mount is shown at '33 which may for example carry a'shaft or bearing to form the-oscillating axis 5Lof the rotor, the details being omitted for convenience in illustration.

The convertible wingmay be auto driven by the air or'it may 'be' driven from a suitable en'- gine -or b'y-a jet or inertia motor. Ihave shown a drive shaft 35 (Fig. 4) which may derive its power from the engine of any suitable power plant and this'shaft 35 is'geared'to the vertical hollow shaft 30 by means of the .drive gears 36.

Thus the power from the shaft 35 may be utilized to drive the rotary wing as a helicopter wing or it may be'utilized for starting the wing 'from'rest when the wing is to be auto-driven.

:ference' between the pawl-or cou lin -fiend the shoulder 12 .formed on the track. 7

Thus with the starting motor energized the latter through the pulley and the system. of gearing shown, is effective in starting the convertible wing. from the rest and bringing it up to a speed for operation then as an auto-rotating. wing.

Also an important feature of the starting means is that the motor is energized by the rotating wing during the stopping of the same for conversion to a fixed wing and by the improved structure disclosed the energized motor starts the wing from rest in converting from afixed wing ger 16 in a certain position of the tripping de-- vice to release thelocking pawl 46, the posi-' tion-of this trigger lfi being controlled responsively to the speed of the pulley 40. The tripping device 15 is provided on diametricall opposite sides thereof, that is on the opposite sides of the axis of the control shaft-52, with lugs 11 both of which lugs may be rotated by the control shaft 52'to positions in the path of the trigger 16 to be .engaged thereby when the speed of the wing and thepulley drops suificiently to permit the triggerto move outwardly. The trigger 16 forms one end of a lever pivoted at 18 to a structural part of the pulley 40 and the other .end 19 of this lever, namely the end opposite the pivot 18 from the trigger i6 is heavier than the trigger endof the lever, as for example by being made longer, as shown in the drawings, or by being weighted as may be desired, and a spring 80 or spring toggle having one end attached to the weighted end 19 and its other end to a structural part of the pulley 40 tends to urge the weighted end '19 in a clockwise direction about its pivot 18' towards the axis of the drive shaft 30, pushing the trigger 16 through the opening 50' formed in the strengthening web 50.

When the wing is operating as arotating .wing craft the cams E5 and i5 occupy the position shown in Fig. '73 as above described, with the locking pawl 46 lifted out oi' locking engagement with the pulley and'the lowermost lug Tl of the tripping device 'ifi'is whollyout of thepath of "the trigger It in all positions of the latter and while the craft is thus operating the weighted arm-79 is held out by centrifugal force due to the speed of the pulley in the wing againstthe tension of the spring 80 to withdraw the trigger 1'6within the opening 50" so as not-to engage the lugll' in whatever position it may be at the-normal operating speed-of the Wing. When, however, the convertible'wingisto be converted from'a rotat- 'ing wing to afixed wing the wingis first slowed down lay-means of a brake 8! shown diagrammatically for braking the shaft -3li-(F-igs. 4 and'ZE). When the wing is sloweddown bythe brake!!! .to' a predetermined speed the spring Buds-able to rotate the weightedarrn i9 clockwise aboutthe pivot 58 (Fig. 5) to bring the trigger 1 6 through the openingekl to a position to engage the. lowermost-lug H, as shown in Fig. 7C, thecontrol shaft 52 having been operated to actuatethe trippin'gde vice15- to this position. Inthis position the lock.- in ipawl 4B:is still heldbythe cam 55 out of. the

8 path of the shoulder 49.01? .the pulley'andaccord; ingl'y ther-pulleyiiszstill freeatorotate, with the ro tating wing, pulledby the cables. The lower..- most lug'i'l (Fig. 7C) is :now'inthe path ofrithe triggers-l6 andzafter'reduced speed cf-the pulley, the trigger '16 when (it comes around and -.is sufli cientlyi-extended engages this :lug 11 toactuate the tripping .device:75 andits control shaft .52 to the positionshow'n .in :7D; In the position of Fig. 7D the locking pawl .45 rests upon the pul leypart 50 Ma. position for the lip 68 to engage the shoulder. 4.9 of fthe I pulley when the pulley shoulder 49 reaches the locking pawl. This firmly locks. the; pulley inthe fixed position against rotation with the wing and the wing con tinuing -te.,-rotate through the inertia and the auto rotating cou-plawinds the cables 4| (Fig. 6A) about the pulley 40 to energize the elasticcord units "42. This winding continues until tension in .42 stops the rotor-wing'rotating in the countar-clockwise direction. The energized motor unit 42 then starts .the wing rotating in the reversedirection with the motor unit tending to unwind the cables an about the pulley Ml, the pull on one end of the 03111316845 tending to hold the pulley 4!! locked against the locking pawl 46 and the reverse rotation of-thewing operating the gear 51 and the track 10 in the reverse direc tion so as to cause the shoulder 12 to engage the end of the overrunning clutch pawl 65 and arrest the rotation of the wing in the desired position. The amountof reverseoperation of the rotary wing after the wing comes to a momentary standstill orthe angle of reversedmovement of the wing depends upon the relative positions of the overrunning clutch pawl 65 and the shoulder 'i2 at the timeof reversal. Assuming onlyone overrunningclutch pawl .65 is utilized; the maximum reversed angular movement of the rotary wing could be approximately one-half turn which would operate. the gear, 51 and. the track 10 through one corresponding revolution. The track 10 .with itsshoulder l2 occupies a predetermined position .with respect to the relative position of .the wingto theiuselageand this relation is such that when the overrunning-i-clutch 65 engages the shoulder it, as shown in Fig. 5, the con-. vertible wing l is in its transverse position .with respect to the fuselage, or with respect to the fore and aft axis of-the craft when operated as a fixed wing craft. Thus in converting from the rotary wing operation to the fixed wing operation the control shaft '52 is manually or otherwise operate ed, to move the tripping device 15 from the position shown in Fig. 73 to the position shown Fig. 7;} with one of the lugs l! in a position to be tripped by the trigger 16; Thistripping takes place after the wing-is slowed down by the brake 81 to a predetermined value so as to cause the trigger it toengage the lug Tl andactuate the tripping devicelS to the position shown in Fig. 7D with-the locking pawl 46 resting upon the pulley part 59, whereuponafter pawl 46' engages shoulder lfl 'the energizing of the motor units 12 automatically occurs. the brake 8| having been released and the wing becomes locked-in the transverse position after the energizing of the motoras described above.

The-control shaft 52may be operated manually or otherwise in any suitable manner but in the particular embodiment shown Ihave illustrated it as being operated manually by a meansincluding. a .pawl and ratchet mechanism shown in Fig. 4- andFig. 7Ewand an-actuating rod 85; The latteris operativelyconnectedwith onearm '86 of atbell crank: :pivotally mounted at 81, the other provided power is available at the shaft '35. As will be more particularly described hereinafter, however, I have provided novel and improved means for starting the rotation of the rotary wing without the necessity of using the power on the power shaft 35 so as to render the autorotation wholly independent of the power plant which furnishes power to the shaft 35.

In the embodiment shown this means for starting the rotor-wing from rest to auto-operating speed includes a motor which may be energized by absorbing energy from the rotor-wing itself, when its motion is being arrested, for starting the wing when it is desired to start the wing rotating from its fixed position. Although any convenient type of motor for starting in which energy may be stored and reused may be used, in the present embodiment this motor comprises a pulley 46 to which are attached a pair of cables 4| (Figs. 4 and 6A) which are capable of being wound respectively about grooves 40' on the periphery of the pulley 46. The other ends of the cables 4! are fastened with elastic shock cord units 42 having the required number of strands and the required power for absorbing the energy in stopping the rotor-wing and starting the pulley 4i] and the rotor-wing from rest. The units 42 are connected by cables 43 with the framework of the rotary wing at points 44 toward the wing tips.

The pulley 46 is adapted to be locked to a fixed part of the frame so that the rotor may wind the cables 4! about it and tension the clastic units 42 to provide for storage of energy in the starting motor during the stopping of the rotary wing in conversion from a rotary wing to a fixed wing. The pulley is adapted also to be coupled with the rotary wing at starting to bring the wing from rest up to the desired rotation speed for auto-operation. The pulley is journaled on the outside of the hollow shaft 60 at some convenient point as for example, immediately below the flared part 36', as for example, by means of the bearings 45. The looking of the pulley to the frame for energizing or winding up the motor is effected by a pivoted pawl or latch member 46 (Fig. 5), the latter being pivotally mounted at 41 toa fixed part of the frame of the craft. This locking pawl or latch is provided with a lip 48 which engages a I corresponding shoulder 49 formed on a ring-like member either integral with or fastened to rotate with the pulley, this ring structure being designated by the numeral 50, and, in the particular embodiment shown in Fig. 5, is spirally shaped on its periphery to form the shoulder 49. In counter-clockwise rotation of rotor and pulley in rotary flight viewed from abovethe pawl or latch 46 is urged clockwise into locking position with respect to the pulley in any suitable manner, as for example by a spring 5|. Fig. 5 shows the position wherein the convertible wing is fixed for operation as a fixed wing plane and with the starting motor (Fig. 6A) energized for starting the wing if and when the locking pawl 45 is w leased. This locking pawl 46 is controlled by means of a control shaft 52 which may be journaled on the frame of the craft-in any suitable manner, as for example, being journaled for rotation in the fixed frame elements 53 and 54. This control shaft 52 carries a cam 55 which is adapted to engage the locking pawl 46 and lift it counter-clockwise about the pivotal axis 4! to release the pulley 46; To effect this purpose, the pawl 46 is providedwwith a curved surface 46 on 6. the righthand side thereof against which bears the cam 55, this carn 55 being provided with two diametrically opposite cam surfaces 55' so as to bein position to releasev the locking pawl 46 in either of these two positions which are apart, When the control shaft 52 is operated to release the locking pawl 46 through the cam 55 the locking pawl 46 and the cam 55 cc cupy the relative positions shown in Fig. 7B and this is the relative position occupied during the starting of theconvertible wing and duringits operation as a rotary wing plane.

Duringthe starting of the convertible wing to rotating as a rotary wing, the pulley 40 is geared to the-convertible wing so as to rotate the latter at a reduced speed as compared with the speed of the pulley, and in the particular embodiment shown the coupling is such as to rotate the convertible wing through one complete revolution for every'two revolutions of the pulley 40. To eifect this purpose a system of reduction gearing is provided comprising gears 51, 58, 59 and 60. The gear 5'! is journaled by means of a bearing GI about the hollow rotor-wing shaft 30 and is in mesh with the gear 58. The gears 58 and 59 are mounted on a shaft 62 which is suitably journaled on any convenient part of the framework; as for example, a part of the frame shown diagrammatically at 63. The gear 66 is keyed to the hollow shaft 36 to operate therewith and turn the rotor-wing. To start the rotor the pulley .6 is coupled to the gear 51, by the pawl 65 of the overrunning clutch, to rotate therewith and through the system of reduction gearing shown to drive the shaft 36 at a reduced speed, as for example, the half speed shown in this embodiment, the gears 51 and 58 having a 1:1 ratio and the gears fill and 59 having a 2:1 ratio as shown. During the operation of the convertible wing as a rotary wing, the system of gearing 515859- 66 runs idly, being driven by the gear 60, the pulley 46 being now automatically released from the gear 5'! by pawl 65 acting as an overrunning clutch. The coupling means between the pulley 46 and the gear 51, in the particular embodiment shown, comprises an overrunning clutch or pawl 65 pivotally mounted on a pin 66 which is carried by the pulley 46, as for example, by a support 6! fastened to or forming a part of the pulley 40. In the particular embodiment shown this support part 61 is carried by the inner stiffening ring 68 formed on the bottom of the pulley, the outer ring 56 forming another stiffener for the pulley. The overrunning pawl 65 is provided with a track 76 and a spring ll maintains the clutch 65 in contact with the periphery of this track 16 and the track 10 forms a part of the gear 51. This track I0 is spirally formed and the two ends of the spiral surface are bridged by a shoulder 12 against which the clutch 65 bears during the starting of the convertible wing by the energized motor. The convertible wing is rotated through a predetermined fraction of a revolution or predetermined number of revolutions depending upon the requirements by the starting motor whereupon the wing begins to operate as an auto rotating wing and speeds up. When the latter happens the track 76 is rotated at a higher speed than the pulley of the rotating power shaft 36 and the pawl 65 then functions as an overrunning clutch, and while the wing is operating as a rotary wing whether driven by the power shaft 35 or whether auto-driven and the track 10 continues to be driven at this greater speed than the pulley during such operation with no inter- '9 arm 88 of the bell crank lever being pivotally connected at 88' with a forked link or yoke 89. The forked yoke 89 isoperated by the member 85 when the latter is moved longitudinally of itself and the connectionbetween the yoke 89 and the control shaft 52 is such as to rotate the shaft 52 through a definite angle in the same direction by both backwards and forward movements of the link 89. In the particular embodiment shown there is keyed .to the shaft 52 a ratchet disc 99 having four ratchet teeth 92 with which cooperate actuating pawls 93 and 94. These pawls 9-3 and 94 are carried by operating arms 93 and 94' suitably journaled on the shaft 52. The yoke 89 is operatively connected with the arms 93" and 94' respectively by the links 95 and 96 and these links or rods 95 and 99 are connected at. both ends by means of universal joints so as to avoid binding. When the yoke 89 is moved to the right from the dotted position shown to'the full line. position, which corresponds to an upward movement of the shaft 85 (Fig. 7E), the pawl 93 en-v gages a tooth 92 on the disc 99 to actuate the disc 99 through the desired angle, namely 45. The corresponding movement of the link 99 does not actuate the disc 99 through the pawl 94 because the pawl 94 merely slips over the teeth but when the shaft 85 is moved downwardly to move the members 89, 96 to the left, the pawl 94 engages a tooth 92 to move the disc 99 in'the'same direction through another angle and in the particular embodiment a 99 movement corresponding to the similar45 movement imparted by the link 95 and thepawl 93.. This exact movement of the disc 99 through 90 may be effected in any suitable manner, as for example, byhaving the pawls 93 and 99 provided with knock-out pins which engage fixed actuators 99 disposed in their respective paths after the disc 99 has been moved through the 90 to disengage the pawl and arrest further movement of the disc 99 by that stroke of the pawl, when 'the stroke of the pawl is slightly more than the 99 movement desired for the disc. Thus by actuating the shaft85' in the upward direction the pawl 93' is caused to actuate the disc 99 through a turn or angle after which the disc'99 is rotated 45 more when the tripping device I5 is kicked around 45 by trigger I6, and by actuating the shaft 85 downwardly the pawl 94 actuates the disc 99 through 90. A pin slot driving connection 89 is provided'between the shaft 85 and the bell crank arm 89, as a suitable drive means accommodating itself to the arcuate movement of B6.

The brake .BI' for the shaft 30 a above described is diagrammatically shown and is auto to release position. I The operating means for the brake comprisesa pair'of toggle arms I96 pivotally mounted at I96 with a spring I91 fastened to the toggle-arms I99 and adaptedto retain the toggles either in release position or in the brakeoperating position by being actuated to opposite sides of the pivotal a-xis' I96. The toggles I961 bear against the operating lugs 8| formedon the brake band 8| when the brake'ison as shown in full lines in Fig. 7E. The dotted position of the toggles shows the brake released position. The dot-dash position shows an intermediate po 10 sition in the act of opening 'or closing. The brake is set by the upward movement of the shaft 85 through a lever I98pivotally fastened to the fixed part of the frame at I99' and having a pin slot drivingconnection I98 with the shaft 95. The lever I98 is provided with an operating finger I99 which during the upward movement of the shaft 85 moves about the pivotal center of the lever I98 in the arc of a circle to engage a projection I9I' on one of the toggles I99 which is disposed in the path of the finger I99 when the toggles are in the brake released position. Thus by upward movement of the shaft 85 from its lowermost position the lever I98 engages the brake-setting toggles I98 to shift them from the dotted position shown in Fig, 7E far enough so that spring I 9! automatically sets the brake to the-full line position shown. 1

The brake continues to be applied until the trigger I6 of the speed governor kicks the-trip-' ping device I5 from the position shown in Fig. 7C to the position shown in Fig. '7Dand when this happens the brake is automatically released by the brake tripper .199 mounted on shaft 52 and having diametrically opposite teeth or lugs I9I either of which when in the position corresponding to Fig. 7D is then in a position to engage and actuate a lug I92 on an oscillatory shaft I93 for,

releasing the brake. This shaft'carries an arm I94 which is operatively connectedwith a, bell crank lever I95 pivoted at I95 to a fixed part of the frame, this connection being in the form of a fork I94 straddling the arm I94.- The other arm of the bell crank lever I95 is operatively connected with the brake toggles I99 through a pin slot connection I93. In the full line position shown in Fig. 7E one of the brake tripper lugs I9I is shown in a position to engage and actuate the oscillatory shaft I93 when the tripper I5 is operated by the governor trigger IB'and the dotted line position of the partslindicates the positions immediately after the brake 8| has beenreleased automatically by the speed governor. It is understood that the lever I98, and also the bell crank I95, is intended to move its corresponding toggle I98 far enough to carry the spring I9! past and the complete process of arrest of rotation dead center so as to move the other toggle in the same direction, in accordance with the operation of such toggles generally.

The energization of the motor. 4|, 42 (Fig. 6A)

and locking of the wing I in a position transversely of the fuselage above described immediately follow the release of the brake 8I- by.

the governor.

The next step in this conversion from rotary to fixed wing which follows immediately the looking of the wing against further rotation, is the levelling and locking ofthe wing against oscil-v lating'movements' in a vertical plane about the axis 5 andholding. it rigidly in this position while the plane isthus fixed for operation as a high speed fixed'wing type plane. In the embodiment shown this is accomplished by means of the struts 6' and a cooperating mechanism'to' be described, the struts 6 being shown in dotted. lines inFig. 3 in positionto'clear the rotating; wing and being shown in full lines in the vertical position wherein the convertible wing I is locked in the horizontal position against oscillationin a vertical plane. I

The struts 6 are similarly constructed, m,ount-' ed and operated and in Figs. 9 and 19 I have" shown only one of these struts. Each'strut is i mounted at its lowerend onthe end of the lower permanently fixed wing 2 for movements between the dotted and full line positions shown in Figs. 3 and 9. In the particular embodiment shown this strut is mounted at its lowerend for angular movement about a fore and aft axis III! being the center of a shaft II2 mounted on the frame of the wing 2. An operating means for this strut in the particular embodiment shown includes a worm gear III which is fixed to the shaft II2 and this worm gear is operatively connected with the struts I5 through an elasticcompressible and resilient block I63 mounted'in a sector H4 formed in the worm gear II I. The strut 6 is not keyed to the shaft II2 but is provided with a projecting lug or arm I I5 which extends into the sector opening I I4 and between the lefthand edge of the resilient block I I3 (looking at Fig. andthe lefthand end wall H 4 of the sector opening. This resilient mount performs a function hereinafter described. The gear III may be actuated in any suitable manner, as for example, by a worm II 3 meshing therewith and mounted on a shaft IIl driven in the particular embodiment shown by a sprocket H8 (all mounted on the frame of wing 2) about which runs a chain drive IIS. Through the operation of the gear III the strut 6 maybe operated from the vertical position to the inclined position or vice Versa.

The upper end of the strut 3 is adapted to be rigidly fastened to the frame of the convertible wing I as indicated in the full line positions indicated in Figs. 3, 8, 9 and 10.

The underside of the convertible wing I is provided intermediate its fore and aft edges with a gradually increasing guide path I2| (Fig. 9)

towards the wing tip, that is gradually increas-' ing in depth in vertical plane. In'a horizontal plane as shown in Fig. 9a this guide path gradually decreases in width towards the wing tip by the side converging walls I22. The outer end of this guide path I2I is bounded by a wing frame member I23. Attached to this frame member I23 is a block I24, this block being shown as mounted midway between the outerends of the side walls I22 of the. guide path. The block is provided with a wedge-shaped recess I25, this wedge-shaped recess I25 having. converging vertical walls I2'I which merge into an extension I26 of this recess. The upper and lower walls I28 of the recess I 25 are formed of sides converging to an edge I29. The upper wall of the guide path I2! is indicatedat IEI'. A slidable cover plate I33 is mounted for slid ng movement inside the wing toward the guide path l2! for covering up the opening formed thereby when the upper end ofthe strut 6 is locked in position, the details of the mount for this sliding cover I36 being omitted for convenience in illustration. The strut 6 is provided with suitable fairings I32 and the upper end of the strut frame is provided with a pair of rollers I33 for-engaging the upper wall I2I of the guide path I2I so asto provide a frictionless engagement with said wall I2I when the strut is being moved to' and from its vertical position. 'Rigidly mounted on the upper end of the strut frame isa-wedge guide member I35 having upper and lower wedgeshaped surfaces I35 which'engage the similarly shaped walls I28 of'the block I24 for locking the upper end of the strut firmly in the vertical position. There is also mounted upon the upper end of the strut frame a wedge-shaped guide member I38 having its side walls I39 corresponding to the converging fore and aft walls I2! of the re? .axis I38 (shaft I43).

cess' I25 formed in the block1I24 and in the locked position, the upper end of the strut is thereby locked firmly to the block. I24 in the fore and aft direction. To facilitate entry of the wedgeshaped locking member I38 into the recess I25 formed in the block I24 the locking memberISB is hinged for movements on a transverse axis near the upper end of the strut frame. In the particular embodiment shown this is effected by mounting in the fore and aft direction and at right angles to the strut frame a shaft or rod I40, this rod being rigidly fastened to the upper end of the strut in any suitable manner, the details of such fastening being omitted for convenience in illustration. The locking member I38 is hinged to this shaft or rod I453 by a pair of hinges MI. and a spring I42 is attached at one end to this hinged locking member I38 and at the other end to a fixed part of the upper end of the strut in a manner to yieldingly urge the member I38 in an upward direction with'the outer end thereof projecting above the level of the rollers I33 when the strut occupies the dotted line position or the position where it is not in engagement with the convertible wing. This locking member I38 is provided with an opening or vertical recess I43 having converging sides I43 (Fig. 9A) for the purpose of clearing the wedge I35 in its pivotal movements about the There are two rollers I33, one on each end of a shaft I33. The forward edge of the hinged locking member I38 is provided with a roller I45 .and this roller, together with its mounting, is disposed in the extension I25 of the recess I25 formed inthe block I24 when'the strut is firmly locked in position.

The strut is firmly locked against accidental movement about the axis III! by means of a pivot latch member I46 which is pivoted at I4! to'the strut 6 at a point intermediate its ends and in a position adjacent the lower edge of the block I24 so that the latch end I46 may enter a recess I48 formed in the under side of the block I24. This latching member I46 isfirmly held in the locking. position by being operatively connected with and held by the worm gear member III when the latter occupies the final locking position of the Wing. These operative connections include a pair of cables I49 and I53 which are connected at their upper ends respectively to-the ends of the latch member I43 and at their lower ends are connected to the gear III at spaced points I5! adjacent the peripheries of the gear III. These cables cross each other as shown in Figs. 9 and 10 and operate in tension, for example, in the latched position the cable I50 is under tension while in the unlatched position the cable I49 is under tension. The strut 6 ma be provided with a suitable brace member I53 which is at its upper end pivotally attached to the strut with its lowermost end sliding on a track formed in the lower wing (omitted for convenience in illustration). The lower end of this brace may be flexibly connected with the chain II9so as to enable the chain when operated to apply an operating force to the strut 6 in addition to the force applied through the gear' III.

The operation of locking the convertible wing in its fixed position against oscillations about its axis 5 (Fig. 3) is as follows: Assuming the strut 6 is in the dotted position shown in Fig. 9, the chain!!! is operated in a direction to turn the gear III counter-clockwise (Figs. 9 and 10). The strut-r6 is thereby turned counter-clockwise about 13 the axis 'I I (being freely mounted on theshaft H2 except for the lug II connection, with the gear III) and as'the upper end reaches the undersurface of the convertible wing the roller I45 on the hinged locking member I38; engages a lug or finger I3I (Fig..9B) on the closing gate I30, and moves the latter toward the left (Fig, 9)

and slides it over in a position to synchronize its opening I30 with the top of the entering strut and then close the guide path I2I formed underneath the wing, this gate or slide having said synchronized opening therein. to, accommodate the shaft I40 and the rollers I33, the latter following the upper surface I2I' of the gate path. The opening I30 in this gate or slide is also of sufficient dimension to accommodate the hinged locking member I38, the latter being urged downwardly against the. tensionflof the spring I42. This I42 isa spiral spring, acting about the axis I40 to urge I38to its stop. The movement of the strut continues until it reaches the locking position shown in Fig. 10. In this locking position the latch I46 occupies the position shown in dotted, lines in Fig. L The strut 6 is now in its vertical locking position in which it is maintained and isthen latched in this position by a further rotation of the gear III. The partial rotation of this gear required for latching the member I46 into the recess I48 is indicated by the sector between the lug H5 and the lefthand wall II4 of the opening II4, the resilient block II3 being now compressed between the arm H5 and the right-hand wall of the opening I I4 formed in the gear III.

The first step in the reverse operation, namely of unlocking the strut 6 and moving it to the dotted position shown in Fig. 9. when converting from a fixed'wing to a rotary wing craft, is the partial clockwise rotation-of the gear III sufiicientto unlatch the latch member I46 from the block I24. The continued movement of the gear III in the clockwise direction by-the chain II9 then moves the strut 6 to the position'shown in dotted lines in Fig.9 and during this movement the gate or slide I30 shown in plan in Fig. 9B is moved to the right by the upper 'end of strut 6 and roller I45 contactin lug or finger I3I to occupy a position to the-right of the gate path I2I as shown in Fig. 9. The rollers I33 and I provides for frictionless "movement in all positions.

The approximate halves or blades of the convertible wing I are journaled about axes longitudinally of the wing halves for variation in pitch. In the particularembodimentshown the pitch adjustment axes" are disposed forward of the center line of thewing halves i'n'the' direction of rotation but they'may be centrally 'or otherwise located. In the embodiment the right blade (Fig. l) is iournaled about an axis I slightly moved forward of its central line and the other Wing half is journaled aboutanaxis I6I' disposed forwardly of its central line-in the di rection of rotation. V

- The means for varying the pitch ofthe wing levers I66 are connected by universal connecstions I69 with links I10 which are connected with the frameworks I of the win halves by similar universal connections WI. The hookup between the floating ring I62 and the wing half frames I is shown diagrammaticallyin Fig. l.

1 The floating ring I62 surrounds the axis of the driveshaft 30 and within this drive shaft 30 is fixedly mounted a tubular guide I15 which at its upper end forms a guide for a vertically movable ring I16, suitable ball bearings I11 being provided between the upper end of the "guide tube I15 and the inner raceway or raceways formed on the inner surface of the ring I16. This ring I16 is carried and supported by a vertical operating rod I18, this rod havingat its upper end several outwardly radiating arms I19 which are fixedly attached to the ring I16 so as to move it bodilyup and down. The upper end of the guide tube I15 is provided with openings I68 therein to accommodate the arms I19. By actuating the control rod I18 longitudinally the control ring I16 is moved up and down to'actuate the wing halves through equal pitch angles for vertical lift when the craft is operating as a helicopter.

. Intermediate the floating ring I62 and the inner ring I16 are disposed a pair of rings NH and I82. The ring I8I is mounted for oscillation about the axis C-D (Fig. 12) for angular'adjustments about the ring I16, the axis C-D passing through diametrically opposite points of the ring I16. The ring I82 inturn ismounted for oscillation about an axis E--F passing diametrically through the opposite points of the ring IBI, this axis E-F being at right angles to the axis C-D. The ring I82 is journaled to the floating ring I62 by means of a ball bearing and ball bearing race shown at I83. The adjustment of the rings I8I and I82 about the axes C-D"and E-F is efiected respectively by the vertical rods I86 and I85, these rods having outwardly turned arms I86 and I85 which pass through openings formed in the side of the guide I15 and being connected by links I81 and I88 for operation of their respective rings.

Thus by actuating the rods or arms I18 and I85 and I86 the rotary wing I may be controlled both for vertical lift and periodic control. By vertical lift control-dis meant the actuation of the rotary wing halves about the respective axes I66 and I6I through equal angles for controlling the lift. The periodic control is the control superposed on the halves about the axes I60 andIIiI comprises an adjustable floating ring I62 (Fig. 12) which is connected at diametricallyopposite points by brackets or arms I63 (Fig..l3) having'universal connections I64 withthe lower endsof links I65. The upper ends of the'selinks I65 are in turn suspended from the ends'of a pair oilevers I66 pivotally mounted intermediate their ends on the pivotal axes I61 on fixed parts or brackets: I68 of the wing frame.::'-Thei-fotherends of thesei equal control whereby the adjustments of the individual wing halves may be varied at any particular point or points in the revolution. .Both controls are used during helicopter operation and only the periodic controls are used during auto-.

rotating operation.

P These rods or arms may be actuated in any convenient manner but in the particular'embodi ment shown they are operated by a. single control member I90 (Fig. 15). versally connected at I9I' with a vertically ad'- justable screw member I92 for angular movements thereabout, the latter beingscrew-threadedly attachedto a fixed member I93 of the'craf-t as by means of the screw threads I92 engagingcorresponding screw threads on'the interior of the sleeve I93 formed on the frame member I93. In the particular embodiment shownthe screw threads 'are screw members through the sleeve I93 and engaging the screw threads I92. By this means the-single control member I90 may bemoved longitudinally-of itself in. either direction by simplyrrotatingthei 'mem- This member I is uni-:

I 94 projecting her I90 and thereby'rotating the screw member I92. A Wheel I95 isv illustrated for rotating and angularly moving the control member E99. The universal connection I9I permits the member -I99 to be swung in any direction with reference to the member I92. The control member I90 and its movements are utilized for supporting andactuating the control rods I19, I85 and I86, and any suitable means or connections may be provided for the manipulation of the control rods I18; I85 and I 86 from the universally movable member I90.

' I have illustrated somewhat schematically a means for this purpose in Figs. 14 and 15. This diagrammatically shown means comprises a lever member I 96'which is fulcrumed at I91 to a bracket I98 which is journaled .to a slide I99 guided by guideways 290 disposed generally in a direction parallel to the lever I96, the guideway 209 being fixed against movement. The lever I96 is operatively connected at its lefthand end with the control member 599 through a universal conne--= tion 20I-which enables the control member I90 to apply movements to the lever I96 in the direction of the. length of the control member I99 by the screw threaded adjustment above described or to imp-art movements to the lever I96 in the direction of its length by moving about the uni versal joint I9I or movements about the axis of. the rotary bracket I98. The movement of the control member through the screw-threaded adjusting means 592, I94 results in the movement of the lever I96 in the plane of the control member I90 and about the fulcrum I91 and this moves the rod I18 longitudinally of itself to control the vertical positions'of the ring unit (rings I16, I9I, I82 and I62). This, as indicated above, imparts generally equal changes in pitch to the two wing halves.

"The lever I96 is operatively connected with the actuatingrod I85 by means of a bell crank 293 having one end'universally connected at 204 with the lever I96 and having its other end connected by universal connection 295 with a link 296 which is operatively connected with the lower end of the rod I85. The bell crank 263 is pivotally attached to a bracket member 201 journaled for rotation in a slide 298 which is guided by the fixed guideway 299, this fixed guideway 299 being disposed at right angles to the fixed guideway 206, thereby permitting movements of the slide 298 longitudinally of the guide 299 to prevent movements of the slide 298 at right angles to the guide 299. This enables the control of the rod I85 if desired independently of any material movement of the rod I18 (or the rod I86) as for example by swinging the control member I90 about the universal joint I9I in the plane of the drawing. The slide I99 moves in the guideway 200, without materially or substantially moving the rod I 18 longitudinally of itself, to actuate the bell crank 203 either up or down to actuate the actuating rod I85. For permitting movements of the lever I96 longitudinally of itself and in the plane of the lever about the bracketaxis I98 without materially actuating the rod I18 longitudinally of itself, I have illustrated an operating link I18 which is universally connected at one end to the rod I18 and at the other end by means of a similar universal connection with the lever I96, this link I18 being in all positions of the lever I96 sufficiently in line with the rod I18 to enable operation thereof by the up-and-down movements of the lever about the pivot I91.

-- Similarly, the lever I96 is operatively connected with therod I 86, as forqexample'by anL-shape'd arm-2H rigidly fastened at one end to: the lever 296 and having at its other end.- a universal connectionZIZ with a bell crank leverEIB with the other arm of this bell crank lever being connected by a universal joint 2 It with a link 2I5 which is pivotally connected with the lower end of the actuating rod I66. This bell crank 2 I3 is pivotally attached at 2I6 to a bracket 2I1 journaled in a slide 2I8 which is guided by a fixed guide 2I9, this guide being fixed against movement. When for example the control member I99 is actuated at right angles to the lever I96 to turn about the universal joint I9 I, the lever I95 thereby pivoting about the-bracket axis I98 to actuate through the arm ZII the bell crank 2I3 thereby actuating the rod I96 longitudinally of itself. This movement of the ri'ghthand end of the lever I96 (Fig. 15) to actuate the rod I96 longitudinally of itself does not materially move1the rod I18 since. the lever I96 moves at right angles. to the latter and. this same movement does not materially actuate the rod I because the movement of the righthand end of lever I96 is at right angles to the bell crank lever 203.

The pivoting movements in vertical planes of the lever I96 about its fulcrum I91 as above indicated move the operating rods I18, I 85 and I96, and the rings as aunit so that if it is desired to change the angles of incidence of the Wing halves equally without aifecting the periodic control this may be efiected by the longitudinal movement of the controlmember I90. In order to obtain a simultaneous shift of either of the periodic control rods I85 and I86 a corresponding swinging movement of I90 about its universal I9I would need to be. imparted with its longitudinal movement. The guide paths 299and 2I9 are disposed generally at right angles to the lever I96 and therefore parallel to each other, whereby upon up-and-down movements of the lever I96 not only the rod I18 is actuated but the rods I86 and I96 are also actuated through a substantially equal amount. These movements are imparted to the rods I85 and I86 through the bell cranks 293 and'2I3 respectively with the slides 209 and ZIB moving longitudinally of the guide paths. This simultaneous and equal actuation of the rods I85 and I86 with the actuation of rod I18 is effected notwithstanding the angular positions of the bell cranks 293 and 2 I3 about their pivotal connecttions with the swivel brackets since the actuating force. is generally longitudinal of the long arms 203and 2 I3 of the bellcranks and their pivotal points, with nosubstantial force applied at rightv angles to these arms when the lever I96 is movedup and down. The maximum. angular movements of the bell cranks 293and 2 I 3 and the guides for the slides 208' and 2| 8 are so arranged as to operate theringstructure as a. unit in all angular positions of the bell cranks 203 and2I3 and as above indicated the drawings are purposely diagrammatic. The rods I18, I and I86 are thus operated as a unit by movement of the control member I90 longitudinally of itself. The'rod I85 may benindependently actuated by swinging the control member I90 in the plane of the drawing, and therod I86 may be. independently operated by swinging the member I90 at right angles to the drawing. Both actuating rods I85 and I86 maybe simultaneously operated independently of the rod I18 to difierentially adjust the pitch of the wing. halves by simply moving the. control member I90 about ritsluniversal joint I9I inments. h l

Thusfthe controlsifor varying the angles of incidence of. the wing halves of the rotorwing i planes between-the above described plane movecomprise a means (control shaft I18) for .vary- Fing the angles of incidence ofthe two wing 'halvesequallyiandalso the control means (control-rods I85 and I86) for periodically varying the angles of incidence of the two 'wing halves at 'different-positionsin their angular rotation. The operation of the rod I85 iseflected by mov- :ing the-lever I96 longitudinally of itself -and this -is-main1y for'diving and climbing. The moveoperation but only the periodic controls are'de-' sirable in gyroo-peration or possibly in airplane operation where these blade differential move- ;ments are used instead of, or auxiliary to,-aileron movements.- I have therefore provided means for neutralizing the control effected by the rod or shaft I18 in going'from helicopter operation to gyro operation and for ire-establishing this control in going from gyro to helicopter operation. Referring to Fig. 15 this means comprises a yielding screw threaded attachment between the u'pper end of thecontrol stick I90 and-the fixed bracket I93. For this purpose spirally arranged springp'res'sed plungers I94 carried by the cylindrical sleeve I93 are provided for cooperating with the "screw threadedend I92" of the member I92 whereby thecontrol member I90 may be pulled d'ownwardlyto slip'the screw threaded'end I92 through the spring pressed plungers I90 when'it is-de'sired to neutralize the lift controls orcontrols effected by the rod I18. The upper 'end of the control stick is provided with a central extension 285 passing through a web part 285 of the frame member 193 and being provided with an enlarged end 285' for engaging the web 286 and retainingthe control member I90, I 92 in operative position for swinging movements about the'universal joint I9I and actuatlng the controls I85 and I86. If desired the neutralization and alinement of the wing halves may be effected by rotating the wheel I95, namely by lowering the control-member I90 until the end 285' of the-extension 2'85 rest upon the supporting web 28-9 of the bracket'l93u An'arrangement Whereby the screw-threaded upper end may be slipped downwardly to the lower limit of the control member by applying sufficient force to slip past the springpressed plungers I94 enables a quick neutraliza- :tion' and 'alinement of the wing halves. v 5 The lowermost position of the controlmember I90, namely with the member 285-'re'sting upon the web 286corresponds to the neutral position ofthe control rod I'IB, which meansthat if the control rods I85 and I89 are in neutral position the rotary wing halves are alined with each other to havethe same angle of incidence. The @011- trol' member I90 is still s'cre-w-threadedly attached at its upper end to the lowermost spring-pressed screw threads 1 I94 'soupon converting from yro to helicopter operation the control member I90 may be rotated to-vary' the:an'g1es of incidence spring holding plungers I94. H

In Fig. 15 I have illustrated a power control 'for the power plant whereby the throttle or power control of the power plant may be operated by the control member- I50 or may be conveniently operated by thepilot; This control isindicated diagrammatically at 225 and'is mou ted on the o r. e de h c nt o m be M t mprises a cross arm 226 with control rods or cables 22'! connected with the ends of th cross arm, .which rods or cables lead to the throttle orother power control. operating handle 228 is disposed in the lower end of the member I90 ancl is fastened to the cross arm and by the rotation of this handle 228 the operating connections Z21 maybe actuated to control the power plant. In "the particular embodiment shown the cross arm traversesslots 226 formed diametrically onthe oppositesides of the hollow member I 90, these lslots being of suflicient arcuate length 'to'enable 'Lithe cross arm to' be turned through the required angle. to effect operation of the throttle or power control. This control .is thus mounted convementl to the control wheel I whereby the control is facilitated. In some cases it may be ad'- vantageous to have the power control actuated by the control member I90 so as to vary the power plant in coordination with the changes in the angle of incidence or pitch of the rotating wing halves, as, for example, at' predetermined points in the rotation of the member I90. Thus the arrangernent of the slots 226' with respect to the cross 'arm may be such as to effect actuation of the controls 22'! by the engagement of the ends of the-slots 229' with the cross arm at a predetermined point in the rei'ative angular positions of the member I90 and the cross arm 226. The controls for the power plant do not form any part or the invention and are omitted for convenience and simplicity inillustra'tion. The arrangement is such that the ordinary universal movements of the member I90 about theiuniv'ersal joint I9I in effecting the periodic controls does not actuate the throttle or power control of the power plant and for this purpose the rods or connections 22? maybe provided with elastic or spring sections.

The traction propeller (Fig. l in theembodiment shown) is of any suitable type of controll'ablepitch propeller although a fixed pitch propeller could be arranged for; and it is deemed unnecessary to illustrate such conventional struc' tures'l It may be desirable to control its pitch during conversion as, for example, when going from fixed plane operation to gyro operation or from gyro operation to plane operation, or from gyro operation to helicopter operation, or from helicopter operation to gyro operation. For this purpose I have illustrated in Fig. 7E a control indicated diagrammatically at 210 for controlling the pitch of the propeller I 0 and it is understood that thismeans 210 may be actuated at any one or more points of the-conversion range to vary the propeller pitch. This means 21 0 is illustrated as beingpivotally attached to a forked member 2' pivoted at 212 to the frame and this fork may be actuated in any suitable manner, as for example' through the" means diagrammatically illustrated from thefcontrol shaft 05; A bell crank lever 213 is pivoted at 214 and one arm of this bell cranklever 2'13 has a pin slot driving connection 215 with the shaft 85- .Theotherv arm of the bellcrank 213 ispivotally' connected to. a connecting link or arm" 2l6whose opposite end is pivotally connected to a lever 21! which is pivotally fastened to the frame at 2'l8iwith the free end of the lever 21! projecting down in between the forks of the forked member 21L B this means the reciprocating movementsof the shaft 85 operate the pitch adjusting means 270 at certain points in the travel of the shaft to vary the pitch of the propeller. If the pitch is to be'varied in going from helicopter to gyro it may be desirable to increase the pitch'of the traction propeller Ill-in that case and to decrease it in going from gyro operation to helicopter operation.

It is also desirable to apply the power of the driving engine to the helicopter wing in converting from gyro-to helicopter operation and to disconnect the power when converting "from helicopter to gyro. For this purpose a-clutch 35 (Fig. 4) is provided in the shaft drive 35 between the engine (not illustrated) and the shaft-30. This clutch 35" is diagrammatically illustrated for convenience in illustration and comprises a movable part 219 (Fig. 4) which is operated in suitable manner. For example, this clutch as diagrammatically shown may be operated by the pitch control means 270 of Fig. 7E. The means 276 may be utilized to control both the pitch of the traction propeller ill and the clutch 35 when the pitch control is to effected at the change-over between gyro and helicopter operations.

In Fig. 1 I have shown diagrammatically'at 240 .an anti-torque motor. This may be of any reaction type wherein the issuance of the explosive or burning charges through a laterally disposed nozzle 240. sets up a force opposed to the twisting torque on the fuselage. Thev explosive or burning charges may be formed in any suitable manner andby any suitable means, and it is understood that the following diagrammatically described means are intended to apply to any type of reaction motor, jet or explosion for causing the burning or explosive charges to be discharged laterally of the fuselage. so as to counteract the torque of the driven wing, I. I have shown diagrammatically a means forstartthe, stopping and controlling the motor 240. This means is actuated by a control means 246 (Fig. 17) which is actuated by the longitudinal movements of the shaft 85. For this purpose the. control member 246 is actuatedby a bell crank 241 pivotally fastened at 248110 one end of a lever 249 pivoted at 250 to a fixed part 25! of the framed The end of the lever on the opposite side of the pivot point 250 from the bell crank 241 is fastened by a universal-connection 252 to an adjusting screw 253 screw-threadedly attached to a fixed part 254 of the frame and a handle 253! is carried by the adjusting screw 253 for adjusting the lever 249 about the pivot point 250. The up-and-down adjustment of the. adjusting screw member 253 results in similar upand-down movements of the pivotal point 248 of the bell crank 24'! but in the opposite directions. One arm of the bell crank 24! is connected with the shaft 85 by means of a pin slot drive 255 and the. other arm of the-bell crank 24']. is operatively connected withan angular part 246'of the member 246 by means of a pin slot connection 256. Thus the jet motor control member 246 may be actuated either by the upand-down movements of the shaft 85 with the 20 lever-.1249 fixed, or it may be operated by moving the lever 249 when the shaft 85 is fixed.

Referring to the diagrammatic control forthe jet. combustion motor 240 (Fig. 1), fuel may be delivered through a supply line 251 and. air or oxygen,.or a mixture of-the two may be supplied through the supply linev 258 with valves 25'! and 258'.controlling these supply lines. An ignition means, such for example as an electric spark plug 260' is indicated and supplied by ignition current controlled by a switch 260' which ,forms one part of a bell crank lever. The switch bell crank lever 266. and the valves 251' and 258. are diagrammatically illustrated as, being controlled by the means 259 operatively connected with the control means 246 shown in Fig. 1'7.

In the present embodiment, in Figs. 1 and 23 I have illustrated diagrammatically a means for controlling the power of the jet motor 240automatically responsive to the mechanical changes of the angles of incidence'of, the wing-halves or blades although other methods of such automatic control can be installed without departing from my invention. There are diagrammatically shown valves 261' and 2621(Fig. 1) inthe fuel and air supply lines forv regulating the fuel charges supplied to the jet motor 240 and means are provided for controlling the positions of these valves 26! and 262 responsively to the angles of incidence of the wing halves of the helicopter wing. This latter means comprises a bell crank lever 263 (Fig. 23) .pivoted at264 to a fixed part of the frame of the center section 25 of the wing and one arm of this bell crank lever 263 has a pin slot driving connection 265 .with onehalf of the wing l to move this arm of the bell crank lever responsively tothe angle ofincidence. The other arm' of. the bell crank lever is connectedthrough a pivot link 266 with. another bellcrank lever 26'! with one arm-of the latter being connected through the operating line 268 with the -control valves 26f and 262. Generally speaking, the torque varies in proportionto the angle of incidence of the wing halfandaccordingly with the means shown the controls 26l and 262 may be arranged to vary "the; power of the jet anti-torque motor- 240' generally with the variation in torque of the driving motor which is applied to thelshaft 3&through the clutch 35.. This automatic: torque reaction control:- is independent. of: manual control of the same previously described; Instead of the controlrgenerally described, the laterally disposed nozzle. 24!! may be adjustably mounted to assumevarying angles to theforeand aft axis of the fuselage so as to vary the anti-torque force and this may be effected automatically orv responsivelyto the torque of the wing driving motor as, forexample, responsively tothe angles-of incidence of the wing halves (Fig. 23).

Any suitable means, .may, be. provided for cushioning and limiting the; oscillating movements of the rotor-wing on, conversion between fixed wingoperation and rotary wing operation. I haveshown in Fig. 21 somewhat diagrammatically a means for cushioning and limitingthe 0scillations under these conditions. The particular means shown comprises leaf. springs; 280- which are rigidlyfastened at their outer ends. to the wing half frameswith their inner endsfastened to or operatively in engagement with the central frame structure of thenon-oscillating. part 25. This frame is provided with sockets 28! disposed at right anglesto the pivotal axis-5 and the inner ends of the leaf springs 286 and 280" are re- .ceived in these sockets 28L and 28I'. Preferably the inner ends of the springs .280 and 280! are not rigidly fastened to the central frame but are provided with room in the sockets'28l and 28l for free and unhampered .oscillated movements within certain limits and when the wing halves oscillate through angles "past these limits the inner endsof the :springs engage, thewalls'of the sockets 28I and 28! to cause the springs 289and 280', yieldingly to oppose further angular. movements for resisting the excessive oscillations.

Hydraulic or pneumatic means maybe provided .of plane and reconverted while still in the air back to a rotary wing craft, either gyrov orhelicopter; The craft therefore embodies theadvantages of a rotary wing type of plane for convenience and safety in ascending and descending whenever desired and also, the, advantages of high speed efiicierit plane operation as a fixed wing craft.

The converting and; control means may be actuated and manipulatedin any suitable manner and by-any suitable means and manner. In Figs. 1'7, 17A, 17B. and 18,1 have shownan effective and simple unified control means where by the pilot may quickly and bymoving onelever convert fromone type of fiightto the other-with safety while inthe air.- This unified means comprises a lever L pivotally, mountedat a fixed vpart of the craft as indicated at M; The lever L by moving through an angle of 135 effects a complete conversion from:one type. of plane to the other. It is operatively connected with the control shaft 85. throughthe pin slot connection 239 whereby the shaft 85 is moved 'longitudinally'of itself to actuate the controls necessary for conversion as described above. The'chain I I9 which actuates the struts 6 during conver'sionis driven by a sprocket 23! mounted on'a' shaft 232'. which in :turn is driven by a shaft. 233through sprocket wheels 233 and 232' respectively ca'rriedby the sh'afts233 and'232 and' a chain-234 running about In converting from helicopter to gyro opera tion the control member I90 may be moved downwardly to its lowermost position to neutralize the control rod I18 (-Fig. 15) by'either rotating the wheel I95 to bring it down to the neutral positionthrough means of the screw-threaded adjustment provided at the upper end, or it may be instantly brought down to the lowermost position by slipping the upper threaded end of the control member I99 downwardly past the spring threads I94. This instantaneous movement may be effected by manually engaging the wheel I95 and pulling the member I90 downwardly but in Fig. 19 I have diagrammatically illustrated a means operating in unison with the lever L and the control shaft 85 for instantly neutralizing the control I18 upon conversion from helicopter operation to gyro operation and maintaining this control neutralized by the friction of the spring thread until re-conversion to helicopter operation takes place.

'3 Referring to Figs. 15 and 19, this means comprises operative connections between the control shaft 85 and the control member I90, I90. A lever 295 is pivotally fastened at 296 to a vertical frame member 291, the latter being fixed at its upper end to a fixed part of the frame 298 and at its lower end to the guide frame 290. This lever 295 is provided with a fork 3M straddling the shaft E98 and engaging on its under side the collar 362cm I99 for pulling the control member I99 to its lowest position upon conversion from a helicopter. A spring 299 fastened to the frame 298 at one end and to the lever 295 biases the fork 30'! away from the collar 392. The other end of the lever 295 projects into the path of an actuator 399 carried by the member 85 whereby at the initial upward movement of 85 the righthand of lever 295 is operated to neutralize the vertical lift control. This lever 295 therefore presses down through the fork 3M on the control memthese sprockets. The shaft- 233 in turn 'is'actu- I thelever Lwherein' the struts 5 are to be angu- 'la'rly actuated about their pivot points.

.When the machinejispperating as'a fixed wing plane,lever L is in the lowextremelposition at the end of its l35 travel'as showndndottedlines :(Fig; 17). and when the machine isv operating as aihelicopter the lever Lis in its upper extreme position at'the' other 'end of itsftraveL'as shownin full lines. Intermediate these extreme positions of the lever L the machine operatesasthe autoe rot tive auto-gyro C (called gyro) condition I. of flight with the wing being driven by the air." The legends indicated in show the, positions 9 re e.i st e d fisrse rees. of .e atiq t. J.

The stub-"shaft 235 carries a I her I90 at the initial upward movement of B5 toslip the screw-threaded end through the yielding threads-I94 and thereby to elevate the control shaftIIB to its upper position to neutralize the equal angle of incidence control effected thereby.

The dotted position of 395 indicates the lowest position of the control member 85 and the full line position shows the mechanism after the neutralization of the lift control. In order to avoid fouling of the actuator 300 by the lever ator is movably mounted on an arm 30!) which is rigidly secured to the control member 85 so as to clear the lever upon downward movement. For this purpose'the actuator 30.0 is provided with an inclined'surface 459 on its free end facing downwardly and is slidably fastened to .309 so as to enable the lever 295 toimpart to 309 the clearing movement. The arm 399' is provided with a guide flange 4M disposed in a chamber -402 formed in 3ii9'and the latter is biased outwardly by aspring 493 engaging at one end the flange 4M and at the other end the wall at the endof chamber't03.

If it is desired to convert to fixed wing operationit is then desirable to neutralize the control rods I85 and I86 This may be effected in any suitable manner. 'Thisflis. eifectedas shown in Fig. 19 as follows: In addition to the upward movement of the shaft '85 for converting from helicopter operation to gyro operation as de-.- scribed above,;it is necessary to impart to the shaft 5. ur r up d. ovement ond i t necessary to convert to gyro and this further upward movement effects neutralization of the gyro controls. This neutralization means com prises an arm 290 projecting out from the shaft 85-and engaging the end of the lever I96 when the shaft 85 is given the further upward movement to convert to fixed plane operation. The under side of the lever |96 is provided witha female conical shaped socket member 292 and the arm 390 is provided with a correspondingly conical shaped malemember 29! and when these parts 23| and 292 are mated together the periodic controls are neutralized. The proportions and arrangement are such that in all positions of the lever I36 the pointecliend of the male member 29I- registers with the outer and widest end of the conical female recess or socket 292 though the two are out of alinement. Accordingly when the arm 290 is moved upwardly the conical shaped male member 29| by means of the conical cam surfaces on the members bring the female member 292 into axialalinement with 29| in which position the control rods I35 and I86 are neutralized and the wing halves are alined with each other with no differential in angle of incidence. The arm 290 is not rigidly attached to the shaft but is yieldingly fixed thereto by means of the coil spring 293 having one end engaging the slidably mounted arm 299 and its other end engaging a collar 2% fixed to the shaft 85. Thus when the shaft is given this further movement to convert from gyro to fixed plane operation the spring 293 holds the controls I35 and I86 in the neutral position ready for arresting the rotation ofthe rotary wing and locking it in fixed wing position. The arm 293 moves up in a fixed plane or path so as to impart to the lever I96 a centralizing movement for neutralizing the periodic controls.

Also in Fig. 19 I have illustrated a dual control for operating both the rotary wingcontrols and the airplane controls with means for disengaging the rotor controls when the craft is operating as a fixed wing craft. This mechanism is shown diagrammatically and comprises a means for supporting the dual control. This means com.- prises an elongated frame member 305, 305 which is fastened at one end to the vertical frame member 29? and is provided with a pivotal connection 306 at 365' for pivotal movement in a vertical plane. Intermediate its ends this frame member 305 is supported by the control member I90 which is mounted only for movements longitudinally of itself nd rotary movements. This supporting means is schematically illustrated as comprising a collar 405 on I90 upon which 305 rests, and in the embodiment shown an arm 496 fixed to 305 is disposed on the opposite side of I90 and retains 305 on the collar 605. A collar 405 may be provided above 335 and on I90.

The outer or lefthand end of the frame member 365 is provided with a yoke member 30,? havinga .pair of downwardly extending supports 308 and these supports 3ii3-carry at their lower ends a U-shaped yoke member 309 having hand wheels 3|0 fastened to the ends of the legs of the U member. The arms 308 are provided intermediate their lengths with universal connections 3|| which permit the free universal swinging movements of the yoke 309 when either of the wheels 3|0 is engaged to move the yoke in any direction about these universal joints. By this swinging movement of the yoke 309 the ailerons I5 and the elevator it of the fixedwing 2 of the craftare manipulated to control the craft, when the'latter is operating as a fixed wing craft, the

- universal connection 3H3.

24 aileron connections'being diagrammaically shown at 3|2 and the elevator control being diagrammatically shown at 3|3'. The rudder control is omitted for convenience and .it may be of any conventional construction;

The yoke 309 may. also be coupled up to the lever |96'.to operate the rotor controls I and I86 when the machine is operating as a rotary wing. For this purpose the framemember 305 is provided witha'downwardly depending arm 3|5 having a universal connection 3|6 at its upper end and to provide for universal swinging movements of the arm. This arm 3|5 has fastened thereof a pair of L-shaped coupling members 3|! with an arm of each of the L members being universally connected with the downwardly depending arm 3|5 at SIS; This universal joint is schematically-shown in Fig. 20. The other arms of the L members 3| I are each provided with a conical-shaped male coupling member 3| 9 which cooperatively functions with a member 320 on the yoke 309 having a conical female recess for receiving the male coupling parts 3| 9 so as to couple the coupling elements 3|"! to the yoke 309 for swinging'movements in unison. When the coupling elements 3|! are in the dot-anddash line shown in Fig. 19, the parts are coupled together for swinging in unison for actuating the rotor controls I85 and I86 by means of the dual control wheels 3). :The coupling members 3|! are shifted between the coupled and uncoupled positions by means of a lever 32| pivotally mounted at 322 on the frame member 291 as a fulcrum point. One end of the lever 32| is provided with a fork 323 straddling the shaft 85 and this fork is actuated by a spring 324 diagrammatically shown as surrounding the shaft 85 with one end engaging the collar 323' sliding on the shaft 05 and fixed to the under side of the fork 323 while the other end of the spring 324 engages a collar 325 fixed to the shaft 85. The other end of the lever 32| is bifurcated to form spaced extensions 326 having forks straddling the coupling elements 3H on the opposite sides of the Thus by moving the shaft 85 upwardly the lever 32| moves the coupling elements 3|? downwardly to disengage the yoke 309 from the rotor controls which corresponds to fixed plane. operation. The coupling elements 3|? are in. the form of a toggle with a spring 328 fastened at itsends to the coupling members 3|! and this spring holds the coupling members 3|.I firmly in either of their operative positions, the spring being below the universal connection 3|8-when the yoke 309 is uncoupled from the rotor control and being above the universal connection 3|8 when the yoke is coupled. One end of the lever I96 is coupled to the lower end of the downwardly depending member 3| 5 by means of a universal connection 330, and by swinging the yoke 399 in horizontal planes the lever I96 is likewise operated inhorizontal planes to operate the control rods I85 and I86.

The universal movements provided at 3|8 for the L members 3|I is only "a limited one to avoid binding and is insufiicient to interfere with the couplingengagement between the male and. female members 3|9 and 320 in conversion from fixed plane to gyro.

Reverse conversion is effected by downward movement of control member 85 from fixed plane position to release the periodic controls I85-I86 at 29 |292 and to couple the yoke 309 to the universally suspended member 3|5 and thereby to the lever I96. This coupling is effected by the 25 spring 324 surrounding the member 85 pulling downwardly on the collar 323' fixed to the fork 323 to actuate the lever 32I and thereby the coupling members 3II to the dot-dash line position, the spring 324 being: attached at its upper end to the collar 323' and at its lower end to the collar 325 fixed to the control member 85. I

With the vertical lift controls neutralized, the machine is now operating as an auto rotating wing craft, the release and startingv of the wing having been eifected as above described. Through the manipulation of the yoke 309 about the universal joints 3 and 3I6 the periodic controls may be operated.

Conversion to helicopter operation is effected by further downward movement of control member 85 as above described, and as applied to the modification of Fig. 19 by rotating wheel I95 and shaft I90 which through the coupler 300-4105 bodily lifts vertically the frame 305, the yoke 309 and suspending member 3I andthe lefthand end of lever I96 to operate the control shaft I18.and

restore the vertical lift control. The variation of the lift control is similarly effected.

--,Thus in fixed wing operation the yoke1309 may be universally actuated to actuate the ailerons and elevator and by means of the'same yoke the rotor controls may be operated during rotary wing operation. The simultaneous operation of the ailerons and elevator of the fixed wing during rotary operation is not harmful and may in certain cases be helpful in rotary operation. During fixed wing operation it is understood that there is suflicient clearance between the yoke 309 and the coupler 3I7 and the other parts of the structure of Fig. 19to enable full range of control movements of 309 without fouling.

3 Upon desire to change from plane flight to helicopter flight lever L is moved about its axis from the dotted or broken-line position shown upwardly to the full-line position. During the change from the plane to gyro and tohelicopter,

the following sequence of operations takes place: During the first 5 movement from the brokenline position of the lever L (marked C in Fig. 1'7) the mutilated gear 239 operates through the connections above described the sprocket 23I and the chain I I9 to release thev latchl46 from the wing frame (block I24) thereby permitting the rotation of the struts 5 clockwise (Figs. 9 and During the next 65 upward movement of lever L the struts 3 are actuated to the dotted positions shown in Figs. 3 and 9. v

. After the struts t are moved sitions shownsoas to clear th -wing when it begins rotating, further movement of the lever L results in lifting the locking pawl 46 and thereby releasing the pulley 40 enabling the motor 4|, 42, 43 to start the wing rotating for flight as a gyro. This releasing of the pulley and wing for rotation is effected by theupward movement of the shaft 85 and the mechanism shown in Figs. 4 and 7E for actuating the trigger cam which lift the pawl 46 (Figs. 5 and 7). g I

After the release of the wing and the starting of the sameifor auto-rotation by the starting motor, the further upward movementof the lever.

shaft 35 to the driving engine, and releases the vertical or total rotor control (H8); The mag chine now is operating as a helicopter with the:

totlieir dottedpolever L in its extremeupward position,-as shown in full lines. The gyro condition of flight is indicated'as taking place roughly when the-lever L has been moved through 115 as shown in the dotted or broken-line marked-gyro in Fig. 17.

Upon desire .to convert from helicopter operation to gyro operation, the lever L is moved downwardly 50. The lever L is automatically locked in this position bymeans of the spring-pressed latch 24I carried by the lever L entering a notch 243 formed in a fixed quadrant 242. To release thi lever the pilot presses on the release handle 243 so as to release the plunger 24I against the tension of a spring which biased it into locking position. If itis desired to convert to plane type operation, the downward movement of the lever L is continued to the end of its travel of 135.

During the first 20 of the downward movement of the lever L the following operationsare effected. First, the rotor wing halves are alined as to their rotary angle of attack by operating the vertical so-called total control shaft I18 to neutralize the total control but leaving the horizontal rotor control operative for flight as gyro, if so desired; second, the rotor clutch 35' is disengaged and simultaneously the jet tail antitorque motoris shut off; and third, the pitch of the traction propeller I0 is increased. After the first 5 of this 20 movement occurs the trigger cam I5 begins to rotate to the position where it can be picked up by the tripper I6 of the governor I9, and rotation of the trigger cam continues 25 until it has moved At this point lever L will have moved down a total of and the lever L is locked in this position for gyro operation unless the'pilot desires to convert back to helicopter or to continue the movement of the lever L for conversion for plane operation.

Assuming the pilot desires to continue conversion to plane operation the 15 movement of the lever L results in the following operations. The alining cam contacts rotor shaft under spring pressure and at the end of this 15 stops lever L from going further until the rotor shafthas stopped in proper position when this cam can enter the slot in the, rotor shaft and thereby release lever L for further downward movement. The brake is put on by its toggle and when the rotor has slowed down to predetermined speed the governor I9 throws out the tripper 1B which trips cam I5 and allows pawl 46 to seat andthen engage the notch 49 to stop the pulley 40. At the same time cam I00 is rotated and releases the brake 8|. The next operates the struts 6 into operative plane flying position during which time they aline the rotor in the horipurpose of exemplifying the principle of the inend portions variable in angles of incidence,v

vention and that the claims are not to be construed as limited to the particular means shown except where the particular means are specifically included therein.

I claim:

I. In a convertible aircraft of the character set forth, a lifting airfoil mounted for rotary movements and oscillatory movements on an axis at an angle to the axis of rotation and having its means for varying the angles of incidence equally, means for varying the angles of incidence periodically and at different points in the rotationof the airfoil, a power transmission including a 27 clutch for transmitting driving power to said airfoil, means responsive to the angle of incidence for controlling the power, an anti-torque motor for opposing the torque transmitted through said transmission, means for starting and stopping saidanti-torque motor, means for varying the torque of the anti-torque motor responsively to the variations in torque of said transmission, a traction propeller having variable pitch blades, means for controlling the pitch of the blades, a brake for braking the rotation of the wing, speed governor control means controlling said brake, a motor for starting the rotation of said wing, means whereby energy is stored in said motor by the rotating wing at stopping, means for looking said wing against rotary and oscillatory movements, and a unitary control means for controlling each of the aforesaid means and operable in one direction for converting the craft from a fixed wing plane to either a gyro or a helicopter and movable in another direction to convert from either a helicopter or a gyro to a fixed wing plane.

2. In a convertible aircraft of the character set forth, an airfoil mounted for rotary movements and oscillatory movements on an axis at an angle to the axis of rotation and having its end portions variable in angles of incidence, means for varying the angles of incidence equally, means for varying the angles of incidence periodically, a transmission including a clutch for transmitting rotary power to said airfoil, means for locking said wing against rotary and oscillatory movements, and conversion control means movablein one direction to convert the craft from a helicopter to a gyro and then to a fixed airfoil craft and movable in another direction to convert the craft from a fixed airfoil plane to a gyro and then to a helicopter. g

3. In a convertible aircraft capable of operation either as a gyro, a helicopter or a fixed wing craft, an airfoil mounted for rotary movements and oscillatory movements on an axis at an angle to the axis of rotation and having its halves variable in angles of incidence, means for varying the angles of incidence of the halves equally, means for varying the angles of incidence of the halves periodically, a transmission including *a clutch for transmitting driving torque to said air foil, traction power means, means for lockingsaid airfoil against rotary and oscillatory movements, and conversion control means operable at will to convert said craft to either of said types of operation while in the air.

4. In. a convertible aircraft of the character set forth, a lifting airfoil mounted for rotary movements and oscillatory movements on an axis at an angle to the axis of rotation and having its end portions variable in angles of incidence, means for varying the angles of incidence equally, means for varying the angles of incidence periodioally, and at different points in the rotation of the airfoil, a'powertransmission including a clutch for transmitting driving power to said airfoil, means responsive to the angle of incidence for controlling the power, an anti-torque motor for opposing the torque transmitted through said transmission, means for starting and stopping said anti-torque motor, means for varying the torque of the anti-torque motor responsively to the variations in torque of said transmission, a

traction propeller having variable pitch blades,

means for controlling the pitch of the blades, a

brake for braking the rotationof the wing, speed governor control means controlling said brake, a motor for starting the rotation of said airfoil.

means whereby energy isstoredinsaid motor by therotating airfoil at stopping, and means for locking said wing against rotary and oscillatory movements.

. 5. "In an aircraft, a convertible airfoil lifting surface mounted for rotary movements and oscillatory movements on an axisat an angle to the axis of rotation and capable of sustained operation either as a rotary driven surface or as an auto-rotating surface, said surface having its end portions variable in angles of incidence, means for varying-the angles of incidence equally for vertical lift control, means for varying the angles of incidence periodically, power traction means, conversion means for converting said lifting surfacefrom one type of operation to the other and means for neutralizing and restoring the means for varying the angles of incidence equally upon conversion from one type of operation to the other.

6. In an aircraft, a convertible airfoil lifting surface mounted forrotary movements and oscillatory movements on an axis at an angle to the axis of rotation and having portions variable in angles of incidence and being capable of sustained operation-as either a rotary surface or as a fixed surface,"means for varying the angles of inci-- dence, meansfor locking said surface against rotary and oscillatory movements, conversion control means for converting from one type of operation to theother and means'responsive to said conversion means for neutralizing and restoring said incidence control means upon such conversion.

7. In an aircraft, a convertible airfoil lifting surface mounted for-rotary movements and osoillatory movements on an axis at an angle to the axis of rotation and-capable of sustained operation either as a rotary driven surface, an autorotating surface or a fixed surface, said convertible surface having portions variable in angles of incidence, means for varying the angles of incidence equally, means for varying the angles of incidence periodically, means for arresting, orienting and looking'said surface against rotary and oscillatory movements, conversion control meansforconverting from one type of operation to the other and means responsive to the conversion control for neutralizing and restoring the means for varying the angles of incidence equally and periodically.

8. In a convertible aircraft of the character set forth, a lifting airfoil mounted for rotary movements and oscillatory movements on an axis at an angle to the axis of rotation and having its halves variable in an'glesiof incidence, means for varying the angles of incidence of the airfoil halves equally, means for varying the angles of incidence-periodically and at different points in the rotation of the airfoil, a transmission includ ing a clutch for transmitting driving torque to said airfoil, an anti-torque motor for opposing the torque transmitted throughsaid transmission, means for starting and stopping said antitorque. motor, means for varying the torque of the anti-torque motor responsively to the variations in torque of said transmission, a traction propeller having variable pitch blades, means for varying the pitch of the blades, and means for stopping the anti-torque motor, disconnecting the clutch, increasing the propeller pitch and neutralizing the first named means for varying the angles of incidence for converting gyro operation and including means for starting themotor, connecting the clutch, decreasing the pitch, and re- 

